Power-transmitting mechanism



Jan. 25, 1927. 1,615,397 v L.' MELANowsKl l POWER TIRANSMITTING MECHANISMA Filed July 24, 1922 4 sheets-sheet 1 Jan. 25 19,27,

l.. MELANowsKr A POWER TRANSMITTING- MECHANISM Filed July 24. 1922 4 sheets-sheet 2 Jaxn.. 25, 1927.

Frs. 4.

L. MELANOWSKI POWER TRANSMITTING MECHANISM Filed July 24, 1922 4 Sheets-Sheet 4 Patented Jan. 25, 1927.

Parser FIFIGE.

;M'ELANOWSKI, OF CLEVELAND, OHO; ASSIGNOR EDWARDDUVRELL, 0F

FsANKroer,

new venir.

POWERfTRANSMITTING MECHANISM.

Application lcfl T uly 24 This invention relates to motor vehicles anduniore particularly to1 thev power trans,- n'iitting mechanism therefor.

One object oit the invention is to provide an .improved` power transmitting mechanism capablent transmitting thepowcr ot the.v engineto tllzdrive wheel ori Wheels ot the vehicle e effectively and economically.

Anotherr-object ot the inventionis toprovide a, ypower transmitting mechanism in which the propenspeed reduction may be secured between the propeller shaft and the traction Wheell on wheels to propel the vehicle positively andv with minimum friction losses..

Another object ot the invention is to simplify in construction and `arrangement the elements constituting the power transmitting mechanism- Another object ot the invention is to provide mechanism of this character in which the differential elements and properspeed redncing elementsfare correlated andv combined toj` transmit the power ot the propeller shaft in .a .relatively eiiicient manner.

A nrtherv object ot the invention is to so kconstruct `and correlate lthe elements constitntingdiffcrential and speed reducing elements and the housing members therefor that adjustments, assembly and'disassembly of snclrelements and members may be readily made.

Another objectotl the invention is to provide novel zmeans for supporting the elemen-ts otthev power transmitting mechanisme whereby vall twisting,A flex-ing and distortion of the driven axles are prevented and the gear elements are at all times maintained in properv cooperative relationship with each other.

Another object of the invention is to providea novel njlcans tor obtaining three distinct reductions in speed between the propeller-shaft and the driven axle ,sections for the wheels of the vehicle. whereby a relatively large speed redaction` may be obtained.4

Other oln'ects of the invention will be appal-entl to those skilled in the art rto vf .h my1invention relates. trom the follow' 1.,. description, and .theaecempanying drawings.

ieee. sensing. eresie.

For lthe purpose of lillnstration I 'have in the accompanying drawings shown andliere;

in described one form of. apparatus, embody-` ing my invention.k

In the accompanying drawings forming a part of this specilication, Y

Fignre l Lis. a vertical section taken on line1 l-fl of. Eig. e of the rear axle mechanism embodyingnjiy invention. A

Fig. 2 is a vertical1 section taken on line 2--2 of Fig. l. i

Fig. 3 is a vertical. section taken on line 3-3 oli Fig. l. n

Fig, t is a horizontal.section taken on` line 4 4 of Fig. l.

ln the drawings, l indicates as an entirety that` axle.v preferably the vrear axle, of a vehicle which may `bepropelled by a pro-l pellershaft.y by. snitableniotivepower, for example anv internal. combustion motor (not shown). The elements for transmitting powerv from the propeller shaft tothe rear axle are preterably constrncted and correlated to permit the axis-of. the `driving ele; ment connected to the rean end ofthe propeller shaft to be arrangedfivhenthe chassis is disposed ininormalposition,relative to the axes of the: vehicle axles substantially in an ial alinement with thel .crank shaft ot .the motor, whereby the latter.saidelement and the intermediate element orf-elements constituting the propellerrshatt may transmit the power ot the motor with minimum triction losses. AThe rear axle 4 vpreferably inclndes a housing 8 and a paiitottnbiilar members The tubular membersv 5 enclose driven axle sections 6, Gvfhich may ce. connectedr in any snitablefmanner (not shown)` to therear. wheels. At vtheir inner ends thc tubular members 5.are ilared or` enlarged. to form the bottom and parts otthesides and ends of the housing member 8. A. removable cover `Slis secured by any suitable tastening means to the housing S. Secured in any suitable manner to the rear of the `cover 9 andhousing- 8 is removable closure member 10 enclosing the ditl'erential mechanism and shatthereinafter described. This closure member l0 be flanged as at l1 to receive bol-ts l2 Whiclrare threaded into apertures in the cover andhonsing.

titl

Bti

lll?

Secured to the driven arde sections G, G', in any desired manner, as by keying, are spur gears 7, 7. Preferably the axle seotions are reduced at theirinner ends to form shoulders against which the bearings 15 and spur gears, 7 are clamped by the nuts 1G engaging the screw threads on the free ends of the aXle sections. Suitable Washers 17 mav be interposed between the nuts and the gears. The bearings 15 are suitably mounted in annular bearing supports 18 projecting from the side wall of the housing 8.

Of the poiver transmitting and speed reducing' mechanism, 2O indicates a shaft section which is connected to and is driven b v the vehicle propeller shaft, (not shown) and constitutes an clement of the differential mechanism 21. At its front or outer end the shaft 2O is adapted to be connected in any Well. known manner, but preferably by a universal joint, to the rear end of the propeller shaft. rlhe rear end of the shaft Isec tion 2O extends to the rear of the housing. The bearing Q2 is suitably mounted in the opening 24 of the housing,` and the bearing' 23 is supported in recess 24E in the closure member 10. A suitable spacer 25 to receive packing; is mounted adjacent the opening 24 of the housing 8 and in a recess Q5 in closure 71. A closure nut 26 receives the `shaft section 20 and is threaded intothe closure member 71. The nut Q6 and spacer 25 have their opposing faces recessed to receive suitable packing to prevent leakage of lubricant from the housingl along` the shaft 20.

Preferably integral with the shaft 2O are a plurality of studs 30 carrying bevel pinions 31 loosely mounted thereon, but held in position by heads which may comprise an anular' ring- 32. 33, 33 indicate differential bevel gears having hubs 34, 34 loosely mounted in the shaft section Q0. The gears 38, 33 mesh with the pinions 31. and. are rotated thereby together or relatively to each other in the usual manner. The hub 3l is of sufficient length to serve as an abutment for the inner race of the bearing a suitable spacer being' interposed. The hub Si bears against the support 35 carried by the ivall of the housing, a suitable bearingsleeve 3G being interposed betiveen such support and the shatt Q() and between the hub and support. The support 35 and the closure member 10 when assembled in position thereby receive the thrust from the di florential bevel gears 323, 33. rlhe hubs are provided with pinions 450, sl-O preferably t the spur type, the purpose of which will be later described. l

4.1 indicates a supporting member carried by supports 42 suitably recessed to receive bearings 43. The supports 42 are carried by an upper extension of the support 18 which may be formed as an integral part of the housing. Mounted on and removably secured by bolts to the supports 4Q are bearing supports elif to hold the bearings 4t?) and consequently the member 1-IY in place. ly removing` the bolts the member 4l and supports 42 may easily be taken out ot' place.

The opposite ends of the supporting` member 41 are offset from each other and form axle members 45, 45, the purpose of which will be later described. rlhc central portion it-lof the member atl is formed with an open ing` 416 in which the rotatable shaft section is mounted. The opening t6 may be provided \vith suitable bearing;l sleeves 5l spaced apart to provide an opening' 52 for thc reception ot' lubricant from the duct lnrviitg a flared opening 5i for the admission of lubri-v cant.

Mounted on the axle sections 15, lo are similar gear elements con'iprisiircY bevel gears 56, 56 having` hubs 5w, 56" loosely fitting the axles; and mounted there on, and preferably integral therewith, are spur pinions 57, 57, the purpose of ivhich is hereinafter described. Gears 56, 516 have recessed portions 5S to receive and engage bearings 59, the other side of said bearings being rigidly held against the shoulders 60 of the central portion 44 of the member Lil. Each hub sleeve 56a is externally reduced to form a hub shoulder G1 to engage the inner race of a bearing 4-3, the bearing 13 being' clamped between the shoulder 61 and the shoulder G4; of the support The outer ends of the member i1 extend through openings in the supports 4t2 and are threaded to receive nuts 65. By tighteningthese nuts the bearings and gears are suitably positioned with respect to the member 41.

The shaft 50 is carried by bearings 70, 70 mounted in an openingr in the forward portion of the housing S and in seats in the closure member 10 respectively. The clo sure member T1 .is secured to the forward portion of the housing 8 by anyv suitabl.n removable fastening means and form a shoulder with opening 72 against which the bearing,l 7() mounted. rlhe closure l0 is suitably recessed and shouldered at 7?) to receive and en ejagrc the bear-incv at thc other end of the rotatable shaft 50. 'ihe snafft 5t) shouldered on one end at 7lV and at the other end at 7l and carries against these shout( ers spur gear T5 and bevel pin ions 7G respectively, both suitably lieve-:l or ofherivise secured (hereto in any known ivay to turn therewith. The shaft 5() is a .fo shouldered at i7 and carries bevel pinion T6 rotatably mounted thereon and abuttingr against said shoulder, there being a suitable bearing sleeve 'T8 interposed between the pinion and shaft. Superposed upon the hub 7.() of the bevel pinion 7G is mounted a spur gear 75 to turn therewith. The nut 85 is threaded upon a reduced end of the shaft 11, @resem 50 to engage the bearingc73and hold .it and the` spur gear 75 tightly; againstitheshouldered portion :74. Similarly the nut,85=en gages the bearing 72 to hold: itA and thelbevel.`

pinion -76`in proper positionn.

rlhe shaitt^50 as awwhole may ybe properly located with respect to the housingby a.

power t ansmitting mechanism may beach eon'iplished in. the tol-lowing manner.; The bearings l and spurgears 7, 7 are-secured on the inner-.ends ot' the clriveiraxleses:`

tions 6"\by.the nuts 1G', the inner ends of the asile sections having been previously 1nserted` longitudinally through the openings in the support 18'.- The` supporting member -tl with the rotatable. shaxttf() therethrough,

together withy all the gears and bearings therefor, may bevasseinbled,outside of thehousin-g and put into place with the bearing supports.` 42"restin*g-up.on the supports 4t2 and the bearings 7 Oi engaging the opening .7 in the housing- 8. The bearing support fly-2 canthenbe bolted tothensupport 42 thus properly hold-ing the member 4l. The driving shait together with'the diiierential and bearings therefor may be insertedv so-,that the frontend of the'shaift 20, projects through the opening 24 of the casing. The.

closure members 9, l0 and 7l may then be bolted in place and the mechanisml is asse1nbled -for operation.

Vpower is transmitted from-the driving shaltxQO to the differential mechanism, the

diil'erential bevel gears 33, 33" respectively rotatingron the driving shaft 20;y Thespur pinions 40, 40 are mounted to turn with theiliubs ot the differential bevel' gears and are therefore driven by they differentialr mechanism. -The spur; gears 75, 75 are engaged and'drivenby the pinions 40, 40 re spectively. bevel pinion 76,y both being keyed t0 the shaft while the spur gear 75 drives directly the bevel pinion 76, they being mounted to shait 50.

Mounted upon theV ollset ends Ot the rigid shatt member 'fil are bevel gears 55, .55 which are driven by the bevel pinions 76,76 respectively. As the ends ot' the shaft il are offset thebevel gears 56. 56 clear and/doA not interfere with thepinions. 76, 76v respectively. The bevel gears 55, have secured to their hubs 56% 56" to rotate therewith the spurpinions 57, 57 respectively, and these in turn drive lthe spur gears7, 7 secured to the axle sections.

The support 85, previously mentioned, is earriedfby thelsubstantiailly vertical wall The spur gear drives the rotate together upon the.`

member; f 35; which is!Y .preferably integral.

with 7theho.usingn Thel member 35. is yapertured to: receive thezdrivenf shatt 50-with kits bevel; pinionI 765.j- The aperture is. located above. thenconngetioniof; thecwall.;35v tol thek housing proper, soqlthatf the-v.annular-flangecooperates with theclosu-re -lO-y totormia container which willgholdi lubricant up. to the heightiotnthe flange 90?. The. gears). 75, 75fdip;-in;to theel, hrieant; held by thiscom tainer and easily; carry it to thepinions 40, 40; and: differ ntialmechanisme Y Thesprrrgears; 7, .7 constantlyy rotateini; lubricantheldl in ,the bottom'. of the .f housi member 8 anda splash andcarrynthe flubfri cant to th3v gc; and 'pinions The' lubricant also drips frein theidrivinig Vvshaft 2Q down tofthe-central-f member Lili,y ot the supportingmember 4l and part ot i-'t-i-s. reeeivedjfinf the tl 'ed endffioit; the duetgto lubricate.; the'r driven shaflt, 5,0 ian-d its bearing.`

lt will-thus be seen -tlratthegspeed'reduction-is carried on; iniithree stages-throughgears and4 ions: vmounted onthel 4driving shaft, theedi ivenaXle sections and .ona rota-tinfg andy fined shaft, 1lojeated- ,in the i .same plianenbeneatli the driving i shaft' and abo-ve the` `driven- 1 axle sections.l Front.; the Vdiif'erentfial` twoV ytrains ot: ge/llsareroperated, each of thefcorresponding elements being .of the` saine` size A andtree to rotate without inten ference /t'roinvthei others,

It (will thus benoticecb that .I have pro; vided a power transmitting mechanism which has relatively large -1oad, elear&ne in that the spur; gears- 7, 7 may obviouslyzbe relaf tivelhsinall inidiameter due toy their being. al ltriple reduction in speed from the power-A tranaeinitting, shaft.V Also the location of the differentialvmeehanism: being' outof alinev ment with and tohtheirear: ofthecentral ver tilcalplane through the'. driven axle sections@ permits thelelative height ,of the differentialY mechanism with respect to the drivenaxle sections to be reduced.

These features of; `construction obviously permit a relatively smaller housingconstruction with largeroad clearance and with the tubular members 5 stronglygreintorcing the housing,due to their permitting a relatively large area ,of connection with the housing and a relatively longtapertherefrom to. the` norinal'size ot' the tubeenelosingthe driven axle sections.`

The construction of power transmitting mechanism.'disclosed herein permits .ditlerf ential movementbetween the4 axlesections .(3, Gv and provides for the transmission ol'- power to tl1e :wheel s with.triplereduction in speed thereof relative to the speed otlthe propeller shaft and enables one tofseoure practically any desired reductionratio varying from about 8 to l to about 18 to l in applying the principles exeinpliied lin-the construction herein shownand described. At,

fifi

the same time the size of the gears and pinions and also the bearings are relatively reduced from that in a double reduction axle.

It will also be noticed that the bearings for the power shaft and driven shaft are all of uniform kind and size, thus simplifying the construction and reducing the number of different sized parts.

As shown in Figs. l and 4 the supporting or truss member 41 has offset ends forming oppositely extending shaft members so that the bevel gears 5G will not interfere and yet may be of the same size, and consequently permitting the transmission of power from each differential gear to the axle sections by the same number of elements and of the same size` This construction also permits the member 41 to be rigidly held in place so that it is always in a-linementand cannot turn about a horizontal axis and interfere with the free rotation of the shaft 50.

It will also be seen that by having the bevel gears 5G, 56 intermediate the spur gears, so that they rotate neither at the highest speed nor the lowest speed, is advantageous, for when bevel gears are used for relatively high speeds the teeth are limited in size and will consequently wear faster: Similarly when used in the last re duction to drive the axle sections directly, a relatively larger amount of power is transmitted causing heavy tooth pressure which is conductive to more rapid wear in bevel gears.

It will also be noticed that the supporting member 41 does not project through the sides of the housing with the consequent liability of permitting oil leakage. The closure members l0 and 7l may be tightly bolted in place to prevent such leakage, and when this is done the only projecting shaft of the axle housing is the driving shaft 20 for which means to tightly pack the same have been before described. Consequently oil leakage is prevented.

It will also be seen that the placing of the differential mechanism on the propeller shafts and in the rear of the axle sections permits the front end of the driving shaft 20 to be connected to the usual universal join t at a point relatively nearer the vertical plane of the axle sections than if the differential mechanism were located forwardly of the axle sections. Such reduction of the dist-ance from the universal joint to the vertical plane through the axle sections greatly reduces the torque, thus eliminating stresses which would otherwise be transmitted to the entire speed reducing mechanism.

The construction disclosed enables me to procure a resistance to skidding or slipping of one of the wheels on the road when the traction of one wheel is greatly reduced as in thin mud, etc., such as has not been obtainable without: the use of the socalled locking type differential mechanism. A possible explanation of this may be that such resistance to the spinning of one of the wheels on a slippery surface arises from the friction or inertia inherent in the three sets of reducing gears located between the differential mechanism and the wheels. In ordinary commercial constructions, even where there is a double reduction in speed, it is usually customary to have one of the reductions, such for example as a bevel gear reduction, ahead of the differential meel anism. Any speed reducing mechanism ahead of the vdifferential. would have no effcct on the locking action, as the locking action is caused by a retarding effect between the differential mechanism and the wheels.

t will further be seen that with the oon'- struction herein disclosed the driving shaft is positioned a substantial distance above the plane of the axes of the driven axle sec tions, whereby said driving shaft section may be connected with the usual universal joint of the propeller shaft in a vehicle chassis, and yet the axis of such driving shaft section may be kept in substantially a horizontal plane and in alinement with the propeller shaft. This feature of con struction enables my axle to be applied to shafts such as those designed for the worm drive and permits a substantially straight line drive.

It is also to be noted that with the construction herein disclosed and with the housing containing the usual amount of lubricant in the enlarged central chamber, only the relativ-ely slow moving spur gears project downwardly sufficiently into the bottom portion of the chamber to .dip into the lubricant.. This is of advantage when the lubricant is of relatively high viscosity, as when starting, for the relatively small surface area of these gears and the relatively slow speed decreases the usual resistance or churning action occasioned by .forcing relatively large surfaces of metal at relatively high speed thru the lubricant, as for example a revolving differential mechanism.

From the foregoing description it will be seen that my power transl'nitting mechanism is relatively simple, although providing for the driving of wheels with speed reduction in three stages efficiently under all conditions in use, and that thc elements thereof may be relatively simple to insure their cheap and car-y manufacture, as well as ample strength and durability thereof.

It will also be seen that by placing the differential mechanism on the propeller' shaftthe differential bevel gears and pinions can be relatively small and yet be relatively much stronger for the transmission of power at such location than when they arf` placed to directly drive the driven axle sections, for in the latter position they are los customarily made asVV small as is-.possible for safety in tra-nsinitting` thenecessary powei` but even this necessitates their beingielatively large.

It maybe. noted that my invention l highly advantageous andzvery adaptable to electrically driven` motor. vehicles wherein.

relatively large .reductions in speed :from the driving shaft to the traction wheel are desirable.

Furthermore, it is ito be. understoodthat the particular torinsoi' apparatus shown.

and/described, and the particular procedure set forth, arepresentedi lor. purposes ofy 'exf claims.`

Having described.: my f invention, whatI I claim. is :l

l. The combination 1in-a driving .axleaot aA ho.using,. a"v drivingX shaft',` al differenti-a1 mechanism imountedy thereon I and. actuated. thereby, driven axle sections arranged end to. end in said:housing-andwhavingdriving gearslsecu-red to their inner ends.l and'speed reducing: gearing." between said differential mechanism `and driving gears, .said-.i(il'i'liferen-v tialfmechanism being disposed back'l of said housing for said adriven axlel sectionsand Ien-L closed by a removablercover plate l whereby said ditlercntial is readily accessible.

2. The` combination ,withaa pairv ofdriven axlesections of a. drivingshaft section, a differential mechanismV mounted thereon` and rearwardly 1 of 'saidv driven axle sections,I

a rotatable shaft carrying fixed and idlef gears` and pinions,said-lixed gear and pinionbeingoperated by one side-oi1 said dif'-y fe'rential:` and saididlex-.gear and pinion .being operated. by the; otherside of saidf differential, and speed@ reducinggearing between stai-dl fixed and idle @gears and 'saidr driven axle sections.

'3. The combination with-a pair of driven axle sections olf.1 a drivingshattsection, dit# leren-tial"mechanism` operated S thereby, a fixed Shaftr carrying bevell gears in parallel planes but with' theiraxes out of-'alinement relative -to leach-l other,Vv ak rotatable shaft atan angle to `said fixed shalt` andfdri-ven by one sidelio-f the diderential 'through appinion :fixed f to said' rotatable shaft, and 'anidle pinion movable on said rotatable shalftand driven by the other sideof 'the diierential,

saidlpinions operating thegunalined gears,

and speed' reducing gearing between-said last-named gears andfthe driven axle sections.

4. The combi-nation with a pair of 'driven axle sections, offa driving slraftsection, a differential mechanism operated by said driving shaft, a rotatable shaft disposedbeneath said'drivingfshalt and having a gear mounted to rotate therewith, whereby it may be driven by one side of thefdiiiierential, said rotat-ableshaft carrying a loosely mounted gear operated by the other sideof saiddit-V ferential, andreduction .gearing betweenthe gears Von said rotatable shaft andv driven axle sections.v v

5. Thecombinationiin aV driving axlevof a. housing, a .pair of driven; axlexsections. ar-V rangedtherein, of a dri-ving. shaft section disposedin said housing, at.:an..a`iig,le.;therel to, a differential.:mechanism out otalinefv ment with` and rearwardlyfot said-driven axlei.- sections, ahxed member havingolset-.z shaft sections carrying bevel gears off the.: same size and speed reducing mechanism -be-` tween. saidditferential. and vsaid bevel gears, and. between :said .bevel gears Vand ithedri-ven i axlesections.4

6.11 The combination in .adrivingfaxla of .'ahousing,` a: pair oidriven. axle;Y sections ar`V ranged therein, a driving shaft section: dis-n posed in: said. housing, a differential mechas.. nism outof alinement with .and rearwardly osaid driven. axle sections andactuatedby said driving shaft section, a-Jixedsupporte ing member terminating in yends, .olit'set with respect tothe central vertical. plane. through said.l driven axle sections, gears mounted r to freely. rotate thereon andv'speedzr.reduction. gearing between vsaid differential i and: said gears and between said. gears and said` driven axle sections, whereby saidzreduction. gearing has. a relativelyA sinallfwidth and.v height 7. The combination with a pair. of driven axle. sec-tions `ofa driving. shaft section, a differential. mechanism l.actuated thereby-and' disposed. rearwardly ot said'driven axle sec-2 tions,l ashafit driven by one` side ofisaid dit' ferential and carrying a fixed pinion, a pin.- ion and gear mounted to rotate. together upon said shatt, saidV `gear being driven* by the. other. sideofj the differential, a support-4 ing member carryingsaid rotatableshaftand mounted at an angleztliereto, bevel gears rotatableuupon: the opposite ends ot said supporting member, said gears being. driven by pinions on. the driven shaftandpinions mounted to turn with said vbevel gears to drive: the axle sections.

8. The combination in a driving axle .of a housing, a pairrot drivenaxletsections ai' ranged'end to..enc l1therein, a driving shaft disposed in said housing and Acarrying.aditferential.` disposed .rearwardly of fthe housing for said driven axle sections, a cover plate removably secured to said housing and enclosing said differentialv mechanism;- and speed reduction gearing disposed beneath: and forwardly off said vditlferential mecha,- nisin to. drivev said axle sections.

9. The combination in a `drivingaxle. .of `a housing, a pair ol driven axlesections ar-v ranged therein, adriving shaft sectiondis.

posed in said housing at an angle thereto, a differential mechanism mounted on said driving shaft and rearwardly of said driven axle sections, a driven shaft disposed beneath said driving shaft and carrying gears and pinions, said gears being driven by the differential mechanism and a cover plate removable from said housing enclosing said differential and gears driven thereby, whereby said differential and gears are readily accessible, and'reduction gearing between said gears and driven axle sections.

10. In apparatus of the character described, the combination with a housing of a driving shaft and driven axle sections disposed therein, a differential mechanism mounted on said driving shaft, speed reducing gearing carried by a rotatable shaft and a fixed shaft interposed between said differential mechanism and the axle sections, said rotatable shaft and said fixed shaft being mounted at an angle to each other and in the walls of the housing, and closures on the housing to entirely enclose said fixed and rotatable shafts, whereby leakage of lubricant is prevented.

11. In an apparatus of the character described, the combination of a housing, a differential mechanism and power transmitting elements including a driving shaft and a driven shaft mounted in said housing, the front and rear walls of said housing being formed with alined bearing supports to receive bearings which support the opposite ends of said shafts, said rear wall of the housing being removably secured thereto, whereby said shaft, bearings, and power transmitting elements carried thereby, are accessible and whereby said driving shaft may be removed rearwardly from said housmg.

12. In an apparatus of the character described the combination of a housing, a differential mechanism and power transmitting elements including a driving shaft and a driven shaft supported by bearings mounted in the frontand rear walls of said housing, a part of the rear wall of said housing being removably secured to the body portion thereof, and a removable cover plate for the front part of said housing having an opening therethrough for the driving shaft whereby the driven shaft and the rear of said driving shaft are entirely enclosed by said housing but readily accessible upon the removal of said cover plate and rear wall.

13. In an apparatus of the character described the combination of a housing, fixed and driven shafts mounted in said housing at an angle to each other, power transmitting elements carried by said fixed and driven shafts, bearing supports carried by said housing to receive the bearings which support said shafts and the power transmitting elements, a driving shaft mounted in said housing and means forming part of the housing removably secured thereto whereby said driving shaft, fixed shaft, driven shaft and power. transmitting elements are readily accessible in or removable from said housing, said removable means being imperforate except for an opening for the driving shaft.

lei. In an apparatus of the character described the combination with a housing, of a driving shaft and driven axle sections disposed therein, power transmitting and speed reducing elements including a differential disposed in said housing, intermediate members forming a support for said power transmitting elements and forming with the housingan intermediate container to receive lubricant, part of said elements being disposed beneath said diiferential and dipping in said lubricant, whereby lubricant is carried to said differential.

15. A housing for a driving axle comprising a central body member enclosing driven axle sections, a driving shaft, a rotatable shaft and a fixed supporting member therefor mounted at an angle thereto in said housing, a differential mechanism mounted on the rear of said driving shaft, intermediate speed reducing gearing mounted on said fixed member and rotatable shaft, a cover plate removably secured to said housing to enclose said dierential mechanism, and speed reducing gearing located directly beneath said differential, said removable cover plate and housing together forming a trough to hold lubricant substantially above the bottom of the housing, whereby said differential mechanism and speed reducing gearing located therebeneath may be lubricated by engagement of the gearing in said trough.

16. In an apparatus of the character described the combination with a housing of a driving shaft carrying a differential mechanism disposed therein, fixed and driven shafts mounted in said housing beneath said driving shaft and carrying power transmitting elements, said shafts being mounted in bearings supported in recesses in the exterior walls of said housing and by interior members, the top of said housing and the rear wall being` removably secured whereby said fixed and driven shafts are easily accessible in and removable from said housing.

17. The combination in a driving axle, of driven axle sections, a driving shaft therefor having a differential mechanism mounted thereon, a fixed member having unalined ends, each of said ends being on one side of the central vertical plane through the axle sections, supports for said ends whereby said fixed shaft is prevented from turning about an axis parallel to the driven axle sections, said fixed member carrying a rotatable shaft having power transmitting elements driven by each side of the differential, bevel gears mounted on said unalined ends of said fixed members, said bevel gears being driven by the elements on said rotatable shaft, and pinions carried by said bevel gears to drive said driven axle sections.

18. The combination With a pair of driven axle sections of a driving shaft section, differential mechanism mounted on said driv ing shaft and operated thereby, spur pinions mounted on said driving shaft, each actuated by a bevel gear ofthe differential, spur gears and bevel pinions mounted on a rotatable shaft and driven by said spur pinions, bevel gears and spur pinions mounted to rotate on fixed shafts and driven by said bevel pinions, and spur gears mounted on the inner ends of said axle sections to drive the same, said gears being driven by said last named spur pinions.

In testimony whereof, I hereunto aiiix my signature.

LEO MELANOVVSKI. 

